CN112849226B - Speed measuring method of rail vehicle, storage medium and electronic equipment - Google Patents
Speed measuring method of rail vehicle, storage medium and electronic equipment Download PDFInfo
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- CN112849226B CN112849226B CN201911185293.4A CN201911185293A CN112849226B CN 112849226 B CN112849226 B CN 112849226B CN 201911185293 A CN201911185293 A CN 201911185293A CN 112849226 B CN112849226 B CN 112849226B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
- B61L25/021—Measuring and recording of train speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning, or like safety means along the route or between vehicles or vehicle trains
Abstract
The disclosure relates to a speed measuring method of a rail vehicle, a storage medium and an electronic device. The rail vehicle comprises two speed sensors which are redundant of each other, each speed sensor comprising two data channels which are redundant of each other. The method comprises the following steps: if the rail vehicle is converted from a non-zero-speed state to a zero-speed state, acquiring pulse data of each data channel as respective initial pulse data; acquiring the increment of pulse data of each data channel detected in the current detection period based on the initial pulse data; determining a target data channel in the current detection period; judging whether the rail vehicle shakes or not according to a target data channel determined in a detection period when the rail vehicle is in a zero-speed state; if the rail vehicle is judged not to be shaken, calculating the vehicle speed according to the increment; and if the next detection period is reached, returning to the steps until the speed is in a non-zero speed state, so that the jittered pulse data of the vehicle can be accurately judged and eliminated, and the detected vehicle speed is more accurate.
Description
Technical Field
The disclosure relates to the field of rail vehicle control, and in particular to a speed measuring method, a storage medium and an electronic device for a rail vehicle.
Background
In rail traffic, there is inevitably a problem of pulse jitter of the speed sensor, especially when rubber wheels are applied to the vehicle. Because the rubber tyer has stronger bounce, when leading to the last stage brake of train parking or the rocking of passenger getting on or off the bus, all probably lead to the wheel to rock, speed sensor will detect the pulse and increase, but in fact the train does not take place to remove. Therefore, the result of speed and distance measurement is inaccurate, and the accuracy of speed measurement and positioning functions is affected. And the increased pulse data caused by the wheel shaking is very similar to the pulse data acquired when the train normally runs and cannot be solved through interference identification and filtering.
The existing technical scheme is that when pulse data is collected, jitter is identified and filtered through various algorithms, and data is reported to an application layer for use after the jitter is eliminated.
Disclosure of Invention
The purpose of the present disclosure is to provide an effective and reliable method for measuring speed of a rail vehicle, a storage medium, and an electronic device.
In order to achieve the above object, the present disclosure provides a speed measuring method of a rail vehicle. The rail vehicle comprising two speed sensors for detecting the speed of the rail vehicle and being redundant to each other, each speed sensor comprising two data channels being redundant to each other, the method comprising:
if the rail vehicle is converted from a non-zero-speed state to a zero-speed state, acquiring pulse data of each data channel as respective initial pulse data;
acquiring the increment of pulse data of each data channel detected by the automatic train protection system in the current detection period based on the initial pulse data;
determining a target data channel in the current detection period, wherein the target data channel is a data channel of which the increment is larger than a preset pulse threshold;
judging whether the rail vehicle shakes or not according to a target data channel determined in a detection period when the rail vehicle is in a zero-speed state;
if the rail vehicle is judged not to be shaken, calculating the vehicle speed according to the increment, if the rail vehicle is judged to be still in the zero-speed state according to the calculated vehicle speed, returning to the step of acquiring the increment of the pulse data of each data channel detected in the current detection period of the train automatic protection system based on the initial pulse data when the next detection period is reached until the rail vehicle is converted into the non-zero-speed state;
and if the rail vehicle is judged to shake, eliminating the increment during vehicle speed calculation, and returning to the step of acquiring the increment of the pulse data of each data channel detected in the current detection period of the automatic train protection system based on the initial pulse data when the next detection period is reached until the rail vehicle is converted into a non-zero speed state.
Optionally, the determining whether the rail vehicle shakes according to the target data channel determined in the detection period during the zero-speed state of the rail vehicle includes:
and if the determined target data channels in the detection period of the railway vehicle in the zero-speed state only comprise one data channel and are the same data channel, judging that the railway vehicle shakes.
Optionally, if the determined target data channel in the detection period during the zero-speed state of the rail vehicle includes only one data channel and is the same data channel, determining that the rail vehicle is jittered includes:
if the determined target data channel in the detection period of the railway vehicle in the zero-speed state only comprises one data channel and is the same data channel, determining the average value of the increment in the detection period of the railway vehicle in the zero-speed state;
and if the average value of the increment is smaller than a preset average value threshold value, judging that the rail vehicle shakes.
Optionally, the method further comprises: and if the average value of the increment is larger than the preset average value threshold value, controlling to brake the railway vehicle.
Optionally, the step of determining whether the rail vehicle is jittered according to the target data channel determined in the detection period during the zero-speed state of the rail vehicle further includes:
and if the increment of the pulse data in a data channel is smaller than the preset pulse threshold in N continuous detection periods after the pulse data is larger than the preset pulse threshold during the zero-speed state of the railway vehicle, eliminating the increment of the pulse data before the N continuous detection periods, and taking the pulse data detected in the current detection period as initial pulse data, wherein N is a preset integer.
Optionally, if, during the zero-speed state of the rail vehicle, the increment of the pulse data in a data channel is smaller than the predetermined pulse threshold in N consecutive detection periods after being larger than the predetermined pulse threshold, eliminating the increment of the pulse data before the N consecutive detection periods, and using the pulse data detected in the current detection period as the initial pulse data, the method includes:
if the holding brake of the railway vehicle is applied and the increment of the pulse data in a data channel is smaller than the preset pulse threshold value in N continuous detection periods after the pulse data is larger than the preset pulse threshold value during the zero-speed state of the railway vehicle, eliminating the increment of the pulse data before the N continuous detection periods and taking the pulse data detected in the current detection period as initial pulse data,
if the target data channel determined in the detection period of the railway vehicle in the zero-speed state only comprises one data channel and is the same data channel, judging that the railway vehicle shakes, and comprising the following steps:
and if the holding brake of the railway vehicle is applied and the target data channel determined in the detection period during the zero-speed state of the railway vehicle only comprises one data channel and is the same data channel, judging that the railway vehicle shakes.
Optionally, the determining whether the rail vehicle shakes according to the target data channel determined in the detection period during the zero-speed state of the rail vehicle includes:
if the determined target data channel in the detection period of the railway vehicle in the zero-speed state comprises two data channels and respectively belongs to two speed sensors, determining the accumulated value of the increment in the detection period of the railway vehicle in the zero-speed state;
and if the accumulated value of the increment is smaller than a preset accumulated value threshold value, judging that the rail vehicle does not shake.
Optionally, the method further comprises: and if the accumulated value of the increment is larger than the preset accumulated value threshold value, controlling to brake the railway vehicle.
The present disclosure also provides a computer-readable storage medium having a computer program stored thereon. The program when executed by a processor implements the steps of the above-described method provided by the present disclosure.
The present disclosure also provides an electronic device, comprising:
a memory having a computer program stored thereon;
a processor for executing the computer program in the memory to implement the steps of the above-described method provided by the present disclosure.
According to the technical scheme, whether the rail vehicle shakes is judged according to the target data channel determined in the detection period when the rail vehicle is in the zero-speed state, wherein the target data channel is a data channel with the increment of pulse data larger than a preset pulse threshold value. Namely, a data channel with the increment of pulse data larger than a preset pulse threshold value is determined from four data channels of two speed sensors which are mutually redundant, so that whether the rail vehicle shakes or really moves is judged, and the vehicle speed is calculated when shaking does not occur. Therefore, the pulse data of vehicle shaking can be accurately judged and eliminated, and the detected vehicle speed is more accurate.
Additional features and advantages of the disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
FIG. 1 is a flow chart of a method for measuring speed of a rail vehicle provided by an exemplary embodiment;
FIG. 2 is a flow chart of a method for measuring speed of a rail vehicle provided in another exemplary embodiment;
FIG. 3 is a block diagram of a speed measuring device of a rail vehicle provided in an exemplary embodiment;
FIG. 4 is a block diagram of an electronic device shown in an exemplary embodiment.
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
In the field of rail vehicles, for safety reasons, a speed sensor (e.g., a photoelectric sensor, a hall sensor, etc.) that detects the speed of a rail vehicle usually outputs two paths of pulse data that are redundant to each other, that is, two pulse data are output in two data channels, respectively, and the final pulse data is determined by multi-path voting. The pulse data is used to calculate the magnitude of the vehicle speed, for example, 50 pulses are output for every wheel revolution.
According to the result analysis of field sports car data acquisition, when a rail vehicle is braked in a parking stage, pulse increase can be detected at any time at the moment of arrival and parking and when passengers get on or off in the parking period, and a data signal is not essentially different from a signal acquired in normal driving, so that the difference cannot be identified in an FPGA acquisition link.
If pulse data in a data channel of a speed sensor generated by wheel shaking is not removed, accurate positioning is influenced, and if misjudgment of pulse shaking is made, pulses in normal driving are removed, so that a safety problem is caused. It is a difficult point how to accurately judge whether the train is shaking or actually moving.
Some rail vehicles include two speed sensors for detecting the speed of the rail vehicle that are redundant of each other, each speed sensor in turn including two data channels that are redundant of each other. The inventor finds that almost all jitter is the pulse data of only one channel (and the same data channel) in the four data channels according to the statistical result, so the inventor thinks that the inventor can judge and process the pulse data of the four data channels of the two speed sensors collected by the ATP and the Train zero-speed signal judged by the Automatic Train Protection system (ATP), and identify and eliminate the jitter pulse by combining the pulse data of the four channels on the application layer on the premise of ensuring no influence on safety.
Fig. 1 is a flowchart of a method for measuring speed of a rail vehicle according to an exemplary embodiment. As shown in fig. 1, the method may include the following steps.
In step S11, when the rail vehicle is switched from the non-zero speed state to the zero speed state, the pulse data of each data channel is acquired as the respective initial pulse data.
In step S12, the pulse data of each data channel detected by the ATP in the current detection period is acquired based on the increment of the initial pulse data.
In step S13, a target data channel in the current detection period is determined, where the target data channel is a data channel whose increment is greater than a predetermined pulse threshold.
And step S14, judging whether the rail vehicle shakes according to the determined target data channel in the detection period when the rail vehicle is in the zero-speed state.
And step S15, if the rail vehicle is judged not to shake, calculating the vehicle speed according to the increment, if the rail vehicle is judged to be still in the zero-speed state according to the calculated vehicle speed, returning to the step of acquiring the increment of the pulse data of each data channel detected in the current detection period of the train automatic protection system based on the initial pulse data when the next detection period is reached until the rail vehicle is converted into the non-zero-speed state.
And step S16, if the rail vehicle is judged to shake, the increment is eliminated when the vehicle speed is calculated, and when the next detection period is reached, the step of acquiring the increment of the pulse data of each data channel detected in the current detection period of the ATP based on the initial pulse data is returned until the rail vehicle is converted into a non-zero speed state.
The present disclosure applies to the above-mentioned rail vehicle, which comprises two speed sensors for detecting the speed of the rail vehicle and being redundant to each other, each speed sensor comprising in turn two data channels being redundant to each other. Therefore, there are four data channels for speed measurement.
The stall condition is a vehicle condition in which the vehicle is determined from the correlation signal, and in the stall condition, the speed of the rail vehicle is less than a predetermined vehicle speed threshold, which may be considered approximately as zero speed.
The ATP of the rail vehicle has a fixed detection period, e.g. 200ms, i.e. detection is done every 200 ms. The detection period in the present disclosure is a detection period of ATP. In a detection cycle, when the rail vehicle is determined to be in a non-zero speed state, the vehicle speed and the vehicle distance can be calculated according to pulse data in a data channel of the speed sensor. The method in the disclosure is applied to each detection period of ATP during the zero-speed state of the rail vehicle.
In a detection period when the rail vehicle is switched from a non-zero-speed state to a zero-speed state, the pulse data of each data channel is detected and obtained as respective initial pulse data. For example, the initial pulse data of the first data channel and the second data channel in the first speed sensor, and the third data channel and the fourth data channel in the second speed sensor are a10, a20, B10, and B20, respectively.
The above-described steps S12-S15 are performed in all cycles after the cycle in which the initial pulse data is present before the rail vehicle transitions to the non-zero speed state.
In step S12, for example, the pulse data of the above four data channels for which ATP detection is obtained are a1, a2, B1, and B2, respectively, and the increments of the four data channels based on the initial pulse data are: A1-A10, A2-A20, B1-B10 and B2-B20.
In the zero speed regime, it is believed that the increment should theoretically be zero. For data channels having an increment greater than a predetermined pulse threshold, the data channel may be considered a target data channel. The predetermined pulse threshold may be experimentally or empirically derived.
And judging whether the rail vehicle shakes or really moves according to the obtained target data channel. If the vehicle is shaken, the vehicle speed is not calculated from the pulse data, and the vehicle is considered not to move. If the shaking does not occur, the vehicle really moves, and the pulse data can be used for calculating the vehicle speed and calculating the vehicle distance. And if the rail vehicle is judged to be in the non-zero speed state according to the calculated vehicle speed, the method of the disclosure is executed completely. If it is determined that the rail vehicle is still in the stall state based on the calculated vehicle speed, the next detection period is waited, and the above-described step S12 is re-executed in the next detection period.
Then, the pulse data detected in the next detection cycle is determined in the next detection cycle, and increments with respect to the initial pulse data a10, a20, B10, B20, respectively, are calculated until ATP determines that the rail vehicle has transitioned to the non-zero speed state in any one detection cycle.
In the scheme of the disclosure, the jitter rules of the plurality of data channels found by the statistical result when the vehicle jitters are applied to the vehicle jitter recognition.
According to the technical scheme, whether the rail vehicle shakes is judged according to the target data channel determined in the detection period when the rail vehicle is in the zero-speed state, wherein the target data channel is a data channel with the increment of pulse data larger than a preset pulse threshold value. That is, a data channel in which the increment of pulse data is larger than a predetermined pulse threshold value is determined among four data channels of two speed sensors which are redundant with each other, so that it is determined whether the rail vehicle is shaken or actually moved, and the vehicle speed is calculated when it is determined that shaking does not occur. Therefore, the pulse data of vehicle shaking can be accurately judged and eliminated, and the detected vehicle speed is more accurate.
In an embodiment, on the basis of fig. 1, the step of determining whether the rail vehicle is jittered according to the target data channel determined in the detection period during the zero-speed state of the rail vehicle (step S14) may include: and if the determined target data channels in the detection period of the railway vehicle in the zero-speed state only comprise one data channel and are the same data channel, judging that the railway vehicle shakes.
The target data channel is only one and the same data channel in all detection periods including the current detection period when the rail vehicle is in the zero-speed state, so that the rail vehicle can be considered to be jittered and not to be really moved, and the increment of the pulses can be ignored when the vehicle speed is calculated.
And for other situations, such as two, three or four target data channels, no vehicle shake is determined. And, if the target data channel is a data channel that alternately appears, for example, the target channel is the first data channel in the previous sensing period and the target channel is the second data channel in the next sensing period. In this case, the vehicle is not determined to be shaken because the same data channel is not satisfied, that is, the vehicle is not determined to be shaken.
In another embodiment, on the basis of the previous embodiment, if the determined target data channel in the detection period during the zero-speed state of the rail vehicle only includes one data channel and is the same data channel, the step of determining that the rail vehicle is jittered may include:
if the determined target data channel in the detection period of the railway vehicle in the zero-speed state only comprises one data channel and is the same data channel, determining the average value of the increment in the detection period of the railway vehicle in the zero-speed state; and if the average value of the increment is smaller than a preset average value threshold value, judging that the rail vehicle shakes.
The average value of the increments may be an average value in a unit time or an average value averaged in accordance with the detection cycle. If it is an average value in a unit time, it is necessary to count the time from the acquisition of the initial pulse data. If the average value is according to the detection period, the detection period needs to be counted.
If the average value of the increment is smaller than the preset average value threshold value, the speed sensor can be considered to work normally, and under the condition, only one target data channel is the same data channel, and the rail vehicle can be considered to shake. The predetermined pulse threshold may be experimentally or empirically derived. If the average value of the increments is greater than a predetermined average threshold, the speed sensor may be deemed to be malfunctioning.
In the embodiment, the consideration of representing the speed sensor fault according to the average value of the increment is added, so that the detection of the rail vehicle is more comprehensive.
In yet another embodiment, the method may further comprise: and if the average value of the increment is larger than a preset average value threshold value, controlling to brake the railway vehicle. Since it is determined that the speed sensor is faulty, in order to guide to the safe side, the vehicle may be braked urgently (EB) and the positioning process is lost to improve the safety of the vehicle traveling.
In the above-described embodiment, when the target data channel is an alternate-appearing data channel, it is determined that the vehicle is not shaken. In yet another embodiment, it may be considered that if there are N consecutive detection periods that are not identified as the target data channel, the jitter history of the data channel before the N detection periods may be ignored. In this embodiment, the step of determining whether the rail vehicle is jittered according to the target data channel determined in the detection period during the zero-speed state of the rail vehicle may further include:
and if the increment of the pulse data in one data channel is smaller than the preset pulse threshold in the continuous N detection periods after the pulse data is larger than the preset pulse threshold during the zero-speed state of the railway vehicle, eliminating the increment of the pulse data before the continuous N detection periods, and taking the pulse data detected in the current detection period as initial pulse data. Where N is a predetermined integer, and may be obtained empirically or experimentally.
The increment of the pulse data in a data channel is smaller than the preset pulse threshold value in the continuous N detection periods after the increment is larger than the preset pulse threshold value, the data channel is not judged as the target data channel in the N detection periods after the data channel is judged as the target data channel, at this time, the jitter pulse data of the data channel can be cleared, and the initial pulse data is updated to the pulse data detected in the current detection period. When the timing is required, the starting time of the zero speed can be updated to the current time.
Therefore, when the other channel generates single-channel jitter (only one of the four data channels vibrates), the vehicle can be judged to be jittered, and the vehicle can not be judged to move, so that the problem of misjudgment caused by the fact that different data channels generate single-channel jitter alternately is solved, and the accuracy of the speed detection is improved.
The clearing of the jitter history for N cycles in the above embodiment may also be performed under the condition that the brake is kept applied. In another embodiment, if the increment of the pulse data in one data channel is smaller than the predetermined pulse threshold in N consecutive detection periods after being larger than the predetermined pulse threshold during the zero-speed state of the rail vehicle, the step of eliminating the increment of the pulse data before the N consecutive detection periods and using the pulse data detected in the current detection period as the initial pulse data may include:
if the holding brake of the railway vehicle is applied and the increment of the pulse data in one data channel is less than the preset pulse threshold value in the continuous N detection periods after the pulse threshold value is greater than the preset pulse threshold value during the zero-speed state of the railway vehicle, eliminating the increment of the pulse data before the continuous N detection periods and taking the pulse data detected in the current detection period as the initial pulse data.
In this embodiment, if the determined target data channel in the detection period during the zero-speed state of the rail vehicle includes only one data channel and is the same data channel, the step of determining that the rail vehicle is jittered may include:
and if the holding brake of the railway vehicle is applied and the target data channel determined in the detection period during the zero-speed state of the railway vehicle only comprises one data channel and is the same data channel, judging that the railway vehicle shakes.
In this embodiment, the clearing of the jitter history for N cycles is performed only when the hold brake is applied, and the judgment of the single-channel jitter is performed only when the hold brake is applied. Therefore, the reliability of the clearing operation and the reliability of the judgment result are improved, the misjudgment caused by the clearing is avoided, and the accuracy of the vehicle speed detection is improved.
In yet another embodiment, the step of determining whether the rail vehicle is shaken according to the target data channel determined in the detection period during the zero-speed state of the rail vehicle (step S14) may further include:
if the determined target data channel in the detection period of the rail vehicle in the zero-speed state comprises two data channels and respectively belongs to two speed sensors, determining an accumulated value of increment in the detection period of the rail vehicle in the zero-speed state; and if the accumulated value of the increment is smaller than a preset accumulated value threshold value, judging that the rail vehicle does not shake.
This embodiment is directed to a case where the target data channel includes two data channels, and the two data channels respectively belong to two speed sensors. At this time, the vehicle shake cannot be determined. Whether the speed sensor has faults can be judged according to the accumulated value of the pulse increment during the zero speed period.
And if the accumulated value of the increment is smaller than the preset accumulated value threshold value, judging that the rail vehicle does not shake, and judging that the speed sensor does not break down, namely that the vehicle really moves. On the other hand, it is determined that the rail vehicle is not shaken, but the speed sensor is broken, and therefore the vehicle speed cannot be detected by the speed sensor.
The predetermined accumulation value threshold value may be obtained empirically or experimentally. The accumulated value of the increment can be the accumulated value of the pulse data increment in one data channel, or the accumulated value of the pulse data increment in two data channels, and the two accumulated values can correspond to different accumulated value thresholds.
In the embodiment, the consideration of representing the speed sensor fault according to the accumulated value of the increment is added, so that the detection of the rail vehicle is more comprehensive.
In yet another embodiment, the method may further comprise: and if the accumulated value of the increment is larger than a preset accumulated value threshold value, controlling to brake the railway vehicle. Since the speed sensor is judged to be faulty, the EB vehicle can be controlled and the positioning process can be lost in order to guide to the safe side, so that the driving safety of the vehicle is improved.
Fig. 2 is a flowchart of a method for measuring speed of a rail vehicle according to another exemplary embodiment. In the embodiment of fig. 2, technical features of the above embodiments are combined, and are not described herein again.
The present disclosure also provides a speed measuring device of a rail vehicle. The rail vehicle comprises two speed sensors which are used for detecting the speed of the rail vehicle and are redundant to each other, and each speed sensor comprises two data channels which are redundant to each other. Fig. 3 is a block diagram of a speed measuring device of a rail vehicle according to an exemplary embodiment. As shown in fig. 3, the speed measuring device 10 of the rail vehicle may include a data obtaining module 11, an increment obtaining module 12, a target determining module 13, a jitter judging module 14, a vehicle speed calculating module 15, and a rejecting module 16.
The data obtaining module 11 is configured to obtain pulse data of each data channel as respective initial pulse data if the rail vehicle is switched from the non-zero speed state to the zero speed state.
The increment obtaining module 12 is configured to obtain an increment of the pulse data of each data channel detected by the train automatic protection system in the current detection period based on the initial pulse data.
The target determining module 13 is configured to determine a target data channel in the current detection period, where the target data channel is a data channel whose increment is greater than a predetermined pulse threshold.
The jitter judgment module 14 is configured to judge whether the rail vehicle jitters according to the target data channel determined in the detection period during the zero-speed state of the rail vehicle.
The vehicle speed calculating module 15 is configured to calculate a vehicle speed according to the increment if it is determined that the rail vehicle is not shaken, and return to the step of obtaining the increment of the pulse data of each data channel detected in the current detection period of the train automatic protection system based on the initial pulse data when the next detection period is reached if it is determined that the rail vehicle is still in the zero-speed state according to the calculated vehicle speed until the rail vehicle is converted into the non-zero-speed state;
the eliminating module 16 is configured to eliminate the increment when calculating the vehicle speed if it is determined that the rail vehicle shakes, and return to the step of acquiring the increment, based on the initial pulse data, of the pulse data of each data channel detected by the train automatic protection system in the current detection period when the next detection period is reached until the rail vehicle is converted into a non-zero speed state.
Optionally, the jitter determination module 14 comprises a first determination sub-module.
The first judgment submodule is used for judging that the rail vehicle shakes if the target data channel determined in the detection period of the rail vehicle in the zero-speed state only comprises one data channel and is the same data channel.
Optionally, the first judgment sub-module includes a first determination sub-module and a second judgment sub-module.
The first determining submodule is used for determining the average value of increments in the detection period when the rail vehicle is in the zero-speed state if the determined target data channel in the detection period when the rail vehicle is in the zero-speed state only comprises one data channel and is the same data channel.
And the second judgment submodule is used for judging that the rail vehicle shakes if the average value of the increment is smaller than a preset average value threshold.
Optionally, the apparatus 10 may further comprise a first control module.
The first control module is configured to control braking of the rail vehicle if the average of the increments is greater than a predetermined average threshold.
Optionally, the jitter determination module 14 may further include a cancellation sub-module.
And the elimination submodule is used for eliminating the increment of the pulse data before the continuous N detection periods if the increment of the pulse data in one data channel is smaller than the preset pulse threshold in the continuous N detection periods after the pulse data is larger than the preset pulse threshold during the zero-speed state of the railway vehicle, and taking the pulse data detected in the current detection period as initial pulse data, wherein N is a preset integer.
Optionally, the cancellation submodule comprises a brake cancellation submodule.
And the brake elimination submodule is used for eliminating the increment of the pulse data before the continuous N detection periods and taking the pulse data detected in the current detection period as the initial pulse data if the holding brake of the railway vehicle is applied and the increment of the pulse data in one data channel is less than the preset pulse threshold in the continuous N detection periods after the increment of the pulse data is greater than the preset pulse threshold during the zero-speed state of the railway vehicle.
In this embodiment, the first judgment sub-module includes a third judgment sub-module.
And the third judgment submodule is used for judging that the railway vehicle shakes if the holding brake of the railway vehicle is applied and the target data channel determined in the detection period when the railway vehicle is in the zero-speed state only comprises one data channel and is the same data channel.
Optionally, the jitter determination module 14 may include a second determination submodule and a fourth determination submodule.
The second determining submodule is used for determining the accumulated value of the increment in the detection period when the rail vehicle is in the zero-speed state if the determined target data channel in the detection period when the rail vehicle is in the zero-speed state comprises two data channels and respectively belongs to two speed sensors.
And the fourth judgment submodule is used for judging that the rail vehicle does not shake if the accumulated value of the increment is smaller than the preset accumulated value threshold value.
Optionally, the apparatus 10 may further comprise a second control module.
The second control module is used for controlling the braking of the rail vehicle if the accumulated value of the increment is larger than a preset accumulated value threshold value.
With regard to the apparatus in the above-described embodiment, the specific manner in which each module performs the operation has been described in detail in the embodiment related to the method, and will not be elaborated here.
According to the technical scheme, whether the rail vehicle shakes is judged according to the target data channel determined in the detection period when the rail vehicle is in the zero-speed state, wherein the target data channel is a data channel with the increment of pulse data larger than a preset pulse threshold value. That is, a data channel in which the increment of pulse data is larger than a predetermined pulse threshold value is determined among four data channels of two speed sensors which are redundant with each other, so that it is determined whether the rail vehicle is shaken or actually moved, and the vehicle speed is calculated when it is determined that shaking does not occur. Therefore, the pulse data of vehicle shaking can be accurately judged and eliminated, and the detected vehicle speed is more accurate.
Fig. 4 is a block diagram of an electronic device 400, shown in an exemplary embodiment. As shown in fig. 4, the electronic device 400 may include: a processor 401 and a memory 402. The electronic device 400 may also include one or more of a multimedia component 403, an input/output (I/O) interface 404, and a communications component 405.
The processor 401 is configured to control the overall operation of the electronic device 400, so as to complete all or part of the steps in the above-mentioned method for measuring speed of a rail vehicle. The memory 402 is used to store various types of data to support operation at the electronic device 400, such as instructions for any application or method operating on the electronic device 400 and application-related data, such as contact data, transmitted and received messages, pictures, audio, video, and so forth. The Memory 402 may be implemented by any type of volatile or non-volatile Memory device or combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic Memory, flash Memory, magnetic disk or optical disk. The multimedia components 403 may include a screen and an audio component. Wherein the screen may be, for example, a touch screen and the audio component is used for outputting and/or inputting audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signal may further be stored in the memory 402 or transmitted through the communication component 405. The audio assembly also includes at least one speaker for outputting audio signals. The I/O interface 404 provides an interface between the processor 401 and other interface modules, such as a keyboard, mouse, buttons, etc. These buttons may be virtual buttons or physical buttons. The communication component 405 is used for wired or wireless communication between the electronic device 400 and other devices. Wireless Communication, such as Wi-Fi, bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, NB-IOT, eMTC, or other 5G, etc., or a combination of one or more of them, which is not limited herein. The corresponding communication component 405 may therefore include: Wi-Fi module, Bluetooth module, NFC module, etc.
In an exemplary embodiment, the electronic Device 400 may be implemented by one or more Application Specific Integrated Circuits (ASICs), Digital Signal Processors (DSPs), Digital Signal Processing Devices (DSPDs), Programmable Logic Devices (PLDs), Field Programmable Gate Arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components, for performing the above-mentioned speed measuring method of the rail vehicle.
In another exemplary embodiment, a computer readable storage medium comprising program instructions which, when executed by a processor, implement the steps of the method for measuring speed of a rail vehicle as described above is also provided. For example, the computer readable storage medium may be the memory 402 comprising program instructions executable by the processor 401 of the electronic device 400 to perform the method for measuring speed of a rail vehicle as described above.
The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that the various features described in the above embodiments may be combined in any suitable manner without departing from the scope of the invention. In order to avoid unnecessary repetition, various possible combinations will not be separately described in this disclosure.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.
Claims (10)
1. A method for measuring the speed of a rail vehicle, wherein the rail vehicle comprises two speed sensors that are redundant of each other and are used for detecting the speed of the rail vehicle, each speed sensor comprising two data channels that are redundant of each other, the method comprising:
if the rail vehicle is converted from a non-zero-speed state to a zero-speed state, acquiring pulse data of each data channel as respective initial pulse data;
acquiring the increment of pulse data of each data channel detected by an automatic train protection system in the current detection period based on the initial pulse data, wherein the current detection period is a period after the period of the initial pulse data;
determining a target data channel in the current detection period, wherein the target data channel is a data channel of which the increment is larger than a preset pulse threshold;
judging whether the rail vehicle shakes or not according to a target data channel determined in a detection period when the rail vehicle is in a zero-speed state;
if the rail vehicle is judged not to be shaken, calculating the vehicle speed according to the increment, if the rail vehicle is judged to be still in the zero-speed state according to the calculated vehicle speed, returning to the step of acquiring the increment of the pulse data of each data channel detected in the current detection period of the train automatic protection system based on the initial pulse data when the next detection period is reached until the rail vehicle is converted into the non-zero-speed state;
and if the rail vehicle is judged to shake, eliminating the increment during vehicle speed calculation, and returning to the step of acquiring the increment of the pulse data of each data channel detected in the current detection period of the automatic train protection system based on the initial pulse data when the next detection period is reached until the rail vehicle is converted into a non-zero speed state.
2. The method of claim 1, wherein determining whether the rail vehicle is jittering based on the determined target data channel in the detection period during which the rail vehicle is in a stall condition comprises:
and if the determined target data channels in the detection period of the railway vehicle in the zero-speed state only comprise one data channel and are the same data channel, judging that the railway vehicle shakes.
3. The method of claim 2, wherein determining that the rail vehicle is jittered if the determined target data channel in the detection period during the stall condition of the rail vehicle includes only one data channel and is the same data channel comprises:
if the determined target data channel in the detection period of the railway vehicle in the zero-speed state only comprises one data channel and is the same data channel, determining the average value of the increment in the detection period of the railway vehicle in the zero-speed state;
and if the average value of the increment is smaller than a preset average value threshold value, judging that the rail vehicle shakes.
4. The method of claim 3, further comprising:
and if the average value of the increment is larger than the preset average value threshold value, controlling to brake the railway vehicle.
5. The method of claim 2, wherein the step of determining whether the rail vehicle is experiencing jitter in accordance with the target data channel determined during the detection period during which the rail vehicle is in the stall condition further comprises:
and if the increment of the pulse data in a data channel is smaller than the preset pulse threshold in N continuous detection periods after the pulse data is larger than the preset pulse threshold during the zero-speed state of the railway vehicle, eliminating the increment of the pulse data before the N continuous detection periods, and taking the pulse data detected in the current detection period as initial pulse data, wherein N is a preset integer.
6. The method of claim 5,
if the increment of the pulse data in a data channel is smaller than the preset pulse threshold in N continuous detection periods after the pulse data is larger than the preset pulse threshold during the zero-speed state of the railway vehicle, eliminating the increment of the pulse data before the N continuous detection periods, and taking the pulse data detected in the current detection period as initial pulse data, wherein the method comprises the following steps:
if the holding brake of the railway vehicle is applied and the increment of the pulse data in a data channel is smaller than the preset pulse threshold value in N continuous detection periods after the pulse data is larger than the preset pulse threshold value during the zero-speed state of the railway vehicle, eliminating the increment of the pulse data before the N continuous detection periods and taking the pulse data detected in the current detection period as initial pulse data,
if the target data channel determined in the detection period of the railway vehicle in the zero-speed state only comprises one data channel and is the same data channel, judging that the railway vehicle shakes, and comprising the following steps:
and if the holding brake of the railway vehicle is applied and the target data channel determined in the detection period during the zero-speed state of the railway vehicle only comprises one data channel and is the same data channel, judging that the railway vehicle shakes.
7. The method of claim 2, wherein determining whether the rail vehicle is jittering based on the determined target data channel during the detection period during which the rail vehicle is in the stall condition comprises:
if the determined target data channel in the detection period of the railway vehicle in the zero-speed state comprises two data channels and respectively belongs to two speed sensors, determining the accumulated value of the increment in the detection period of the railway vehicle in the zero-speed state;
and if the accumulated value of the increment is smaller than a preset accumulated value threshold value, judging that the rail vehicle does not shake.
8. The method of claim 7, further comprising:
and if the accumulated value of the increment is larger than the preset accumulated value threshold value, controlling to brake the railway vehicle.
9. A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the steps of the method according to any one of claims 1 to 8.
10. An electronic device, comprising:
a memory having a computer program stored thereon;
a processor for executing the computer program in the memory to carry out the steps of the method of any one of claims 1 to 8.
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